as a captain of the Airbus A310 without gaining experience as a first officer on the type. The findings were noted as "peculiar" as pilots were expected to complete their first officer training on the aircraft type first before possessing the position of captain. The conversion training, which was conducted for pilots who were undergoing conversion into different type of aircraft, was also noted as inadequate. The Tupolev Tu-154, Captain Shibanov's previous aircraft type, was a four-person cockpit crew aircraft while the Airbus A310 was a two-person cockpit crew aircraft. Without adequate cockpit resource management (CRM) training, communication and other issues regarding teamwork might occur. Issues regarding the conversion of the cockpit crew was also discovered during analysis on the results of the psychological tests that had been conducted on Captain Shibanov. The conversion of Captain Shibanov to Airbus A310 was regarded as "insufficiently justified" by the MAK as the result of his tests indicated that he was an emotional and anxious person and that he was prone to stress. Medical examinations on Captain Shibanov revealed that he had been diagnosed with multiple heart problems and mental stress might have caused symptoms of the diseases to worsen. He had been referred by his doctor to the psychologists regarding his health condition, however the psychologists still allowed him to undergo the conversion training. The findings related to the negative traits of Captain Shibanov, such as prone to stress, were not included by the psychologists and instead they only included the positive traits of Captain Shibanov. Due to this, Captain Shibanov was allowed to fly the Airbus A310. Conclusion The MAK's final report was released in 2007 in both Russian and English. The English translation of the accident final report, on page 115, stated the following conclusion: A total of 57 recommendations were issued by the MAK, which were aimed to Russian aviation authorities, S7 Airlines, Airbus, EASA and other certifying authorities, IATA, ICAO, and Domodedovo Airport. Among the recommendations were calls from the investigators to discontinue the use of thrust reverser altogether if the other one was in faulty condition, to ease the customs on importing spare parts, to pay more attention towards the possibility of accidental movement of an aircraft's thrust lever, and to create a specific procedure for engaging reverse thrust. MAK also issued a request to ICAO regarding the implementation of a video camera inside the cockpit. Aftermath